Systems and methods for controlling a fuel tank environment

ABSTRACT

A system for controlling an environment within a fuel tank is provided. The system includes a conduit with a plurality of vents, wherein the conduit defines a path through the fuel tank, and wherein the conduit is configured to direct a flow of air along the path and out the plurality of vents.

BACKGROUND OF THE INVENTION

The subject matter described herein generally relates to controlling anenvironment of a fuel tank and, more particularly, to systems andmethods for curing a sealant within a fuel tank of an aircraft.

During an assembly of a fuel tank of an aircraft, a sealant is appliedwithin an interior of the fuel tank to seal the fuel tank and keep itfrom leaking. After a sealant is applied, the sealant must be curedbefore the assembly of the fuel tank is complete. Two of the mainfactors that affect the curing process are temperature and relativehumidity (RH) within the fuel tank. Generally speaking, as thetemperature and/or RH increase, the time it takes to cure a sealantdecreases. As a result, curing times of a sealant may vary based on timeof year and/or factory environment. For example, during summer, asealant may take up to 10% longer than normal to cure due to low RH anduneven air distribution. During winter, a sealant may take up to twiceas long to cure due to low temperatures, low RH, and uneven airdistribution.

However, while the sealant is curing within the fuel tank, mechanics maybe required to work for extended periods of time inside the fuel tank.Thus, for the safety of the mechanics working therein, the environmentof the fuel tank must be monitored such that the temperature and/or RHare maintained at acceptable levels. For example, if the temperaturewithin the fuel tank exceeds 79° F., the mechanics are required to exitthe fuel tank for safety purposes. Thus, while the sealant may cure morequickly as the temperature increases, the mechanics are unable tocontinue working in an environment that is above 79° F.

Further, chemicals such as isopropanol (IPA) and methyl propyl ketone(MPK) used during the assembly of a fuel tank require the fuel tank tobe heavily ventilated in order to create an environment inside the fueltank that is suitable/safe for mechanics working therein. However,current systems and methods of ventilating a fuel tank create largevariances in temperature, RH levels, and air circulation throughout thefuel tank. As a result, curing times of a sealant are non-uniformthroughout the fuel tank and dead spots created by poor circulationenable a pooling effect of volatile organic compounds (VOCs). This notonly creates discomfort for the mechanics working within the fuel tank,but can lead to such a dangerous environment that prohibits themechanics to work within the fuel tank.

Therefore, there is a need in the field of curing sealants within fueltanks for a system and method that control an environment of a fuel tanksuch that a curing time of a sealant, a mechanics discomfort, VOCpooling, and variances between temperature/RH levels throughout the fueltank are reduced.

BRIEF DESCRIPTION OF THE INVENTION

In one aspect, a system for controlling an environment within a fueltank is provided. The system includes a conduit with a plurality ofvents, wherein the conduit defines a path through the fuel tank, andwherein the conduit is configured to direct a flow of air along the pathand out the plurality of vents.

In another aspect, a method for controlling an environment within a fueltank is provided. The method includes receiving a current measure of atemperature and/or a relative humidity within the fuel tank, andincreasing or decreasing one or more of a temperature of a flow of airand a humidity within the flow of air directed through a plurality ofvents along a conduit that defines a path through the fuel tank.

In yet another aspect, one or more non-transitory computer readablemedia comprising instructions for controlling an environment within afuel tank is provided. The instructions cause a processor to perform thesteps of receiving a current measure of a temperature and/or a relativehumidity within the fuel tank, and increasing or decreasing one or moreof a temperature of a flow of air and a humidity within the flow of airdirected through a plurality of vents along a conduit that defines apath through the fuel tank.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an illustrative example of a path of an airflow through a fueltank using known ventilation systems and methods.

FIG. 2 is a block diagram illustrating an exemplary system for use incontrolling an environment of a fuel tank.

FIG. 3 is a flow diagram depicting a method of controlling anenvironment of a fuel tank.

FIG. 4 is an illustrative example of a fuel tank using ventilationsystems and methods described herein.

FIG. 5 provides actual environmental data captured throughout variouslocations within a fuel tank.

FIG. 6 illustrates actual curing times of sealants throughout variouslocations within a fuel tank based on the data shown in FIG. 5.

FIG. 7 illustrates calculated curing times of sealants throughoutvarious locations within a fuel tank based on embodiments of the presentdisclosure.

DETAILED DESCRIPTION OF THE INVENTION

While embodiments of the disclosure are illustrated and described hereinwith reference to controlling an environment within a fuel tank, andmore specifically, to systems and methods for curing a sealant within afuel tank of an aircraft, aspects of the disclosure are operable withany system that performs the functionality illustrated and describedherein, or its equivalent.

With reference to FIG. 1, current systems and methods for venting a fueltank 100 utilize two 10″ ducts 102 located in an outboard section offuel tank 100 and four 4″ ducts 104 located in a forward section of fueltank 100. This enables “new air” to be blown into fuel tank 100 while“old air” is being pushed out of ducts 102 and 104. During the assemblyof fuel tank 100, a sealant (not shown) is applied within an interior offuel tank 100 in order to keep fuel tank 100 from leaking. However, inorder to enable the sealant to cure properly, the temperature andrelative humidity (RH) within fuel tank 100 must be controlled. Forexample, a sealant such as an A2 type sealant or a B2 type sealantrequire an environment of 77° F. and 50% RH to enable curing within 72hours and 24 hours, respectively. However, due to high velocities (e.g.,5,000 fps) of an airflow 106 entering fuel tank 100 at opening 108,along with static/fixed temperatures of airflow 106, static/fixed RH ofairflow 106, and a design of fuel tank 100, hot spots (e.g., 85° F. at108 in FIG. 1) and cold spots (e.g., 65° F. at 110 in FIG. 1) developthroughout fuel tank 100. This not only affects a curing of the sealantand a comfort level for the mechanics working within fuel tank 100, butalso causes a pooling effect of volatile organic compounds (VOCs) whichforms dead spots 110 (e.g., areas created as a result of poorcirculation as airflow 106 takes the path of least resistance), creatinga potentially dangerous environment.

With reference now to FIG. 2, a block diagram illustrating an exemplarysystem 200 for use in controlling an environment of a fuel tank 202 inaccordance with the embodiments of the present disclosure will now bedescribed. While system 200 is described herein as being associated withfuel tank 202 of an aircraft, system 200 is applicable with numerousother environments and/or configurations, such as a sewage managementsystem and fuel tanks of marine vessels.

System 200 includes a computing device (e.g., controller) 204, aprocessor 206 for executing instructions, and a memory device 208.Computing device 204 may operate in a networked environment usinglogical connections to one or more remote computers. Although describedin connection with an exemplary computing system environment,embodiments of the present disclosure are operational with numerousother general purpose or special purpose computing system environmentsor configurations. Examples of well-known computing systems,environments, and/or configurations that may be suitable for use withaspects of the present disclosure include, but are not limited to,personal computers, server computers, hand-held or laptop devices,multiprocessor systems, microprocessor-based systems, programmableconsumer electronics, mobile telephones, network PCs, minicomputers,mainframe computers, distributed computing environments that include anyof the above systems or devices, and the like.

Processor 206 may include a processing unit, such as, withoutlimitation, an integrated circuit (IC), an application specificintegrated circuit (ASIC), a microcomputer, a programmable logiccontroller (PLC), and/or any other programmable circuit. Processor 206may include multiple processing units (e.g., in a multi-coreconfiguration). Computing device 204 is configurable to perform theoperations/processes (e.g., process 300 described below) describedherein by programming processor 206 with appropriate instructions. Forexample, processor 206 may be programmed by encoding an operation as oneor more executable instructions and providing the executableinstructions to processor 206 in memory device 208 that is coupled toprocessor 206.

In some embodiments, executable instructions are stored in memory device208. Memory device 208 is any device allowing information, such asexecutable instructions and/or other data, to be stored and retrieved.For example, memory device 208 may store computer readable instructionsfor determining one or more of the following: temperature levels,humidity levels, and a level of velocity for a flow of air. In addition,memory device 208 may be configured to store historic fuel tankenvironment data, such as temperature and RH data from defined locationswithin a plurality of fuel tanks and/or any other data suitable for usewith the methods described herein. In one embodiment, processor 206 andmemory device 208 may be remote from computing device 204. In anotherembodiment, the data and the computer-executable instructions may bestored in a cloud service, a database, or other memory area accessibleby computing device 204. Such embodiments reduce the computational andstorage burden on computing device 204.

In some embodiments, computing device 204 includes at least onepresentation device 210 for presenting information to a user.Presentation device 210 is any component capable of conveyinginformation to a user. Presentation device 210 may include, withoutlimitation, a display device (e.g., a liquid crystal display (LCD),organic light emitting diode (OLED) display, or “electronic ink”display) and/or an audio output device (e.g., a speaker or headphones).In some embodiments, presentation device 210 includes an output adapter,such as a video adapter and/or an audio adapter. An output adapter isoperatively coupled to processor 206 and configured to be operativelycoupled to an output device, such as a display device or an audio outputdevice.

In some embodiments, computing device 204 includes an input device 212for receiving input from a user. Input device 212 may include, forexample, a keyboard, a pointing device, a mouse, a stylus, a touchsensitive panel (e.g., a touch pad or a touch screen), a positiondetector, and/or an audio input device. A single component, such as atouch screen, may function as both an output device of presentationdevice 210 and input device 212. Computing device 204 also includes acommunication interface 214, which is configured to be communicativelycoupled to sensors 216 and airflow system 218 via, for example, network220. Network 220 may include, without limitation, the Internet, a localarea network (LAN), a wide area network (WAN), a wireless LAN (WLAN), amesh network, and/or a virtual private network (VPN).

Sensors 216 provide computing device 204 with readings of one or more ofthe following: temperature, RH, and wind/air velocities within fuel tank202 throughout fuel tank 202. Sensors 216 may provide thesereadings/information in real time, periodically (e.g., every minute,every five minutes, or every hour), or upon request. A computing device204 utilizes the information received from sensors 202 to adjust atemperature level of an airflow, a humidity level of the airflow, anamount of air in the airflow, and a velocity of the airflow provided bya conduit 222 coupled to airflow system 216. Further, computing device204 may adjust an amount/velocity of the airflow, a temperature of theairflow, or a humidity level of the airflow based on an identified time(e.g., a desired time) to cure a sealant and/or a rate at which airwithin fuel tank 202 is being pulled out of fuel tank 202 through one ormore vents on an exterior wall of the fuel tank. In one embodiment, aplurality of conduits 222 are provided within fuel tank 202. Morespecifically, a manifold (not shown) may connect a plurality of conduits222 such that each bay/portion of fuel tank 202 may have a separateconduit 222. In one embodiment, conduit 222 is made from, for example,plastic, rubber, or other flexible type of tubing material that mayprevent chafing and/or increase portability. Conduit 222 includes aplurality of micro vents 230 that enable the airflow to be directed intofuel tank 202 by a path created by conduit 222. In one embodiment, microvents 230 are made from, for example, plastic. Further, micro vents 230may have the ability to adjust for calibration or fine tuning of system200. In addition, sensors 202 may be placed on an exterior or aninterior of micro vents 230 to measure the temperature, the RH, and/orvelocity of the airflow as it exits micro vents 230 or air ducts locatedon an exterior wall of fuel tank 202.

To enable computing device 204 to adjust a temperature level of theairflow, a humidity level of the airflow, an amount of air in theairflow, and a velocity of the airflow, airflow system 218 includes anairflow component 224, a temperature component 226, and/or humiditycomponent 228. For example, airflow component includes a combination ofair handlers and blowers to create defined amounts of air/velocity asneeded. Further, temperature component (such as a thermocouple) may beused to heat or cool the air in the airflow. In addition, humiditycomponent 228 provides water/moister to the airflow such that a definedRH level can be achieved within the airflow and therefore within fueltank 202.

With reference now to FIGS. 3 and 4, a method 300 for curing a sealantwithin a fuel tank 400 of an aircraft is provided. While method 300 isdescribed herein as being performed within fuel tank 400 of an aircraft,method 300 is applicable with numerous other environments and/orconfigurations, such as a sewage management system and fuel tanks ofmarine vessels.

Method 300 begins at 302 whereby computing device 402 receives, from atleast one sensor 404 configured to measure temperature and relativehumidity within fuel tank 400, a current measure of a temperature and/ora RH within fuel tank 400. In one embodiment, each sensor 404 canmeasure both temperature and RH, or in another embodiment, a firstsensor 404 measures temperature and a second sensor 404 measures RH. Inaddition, each sensor 404 may be placed throughout an interior of fueltank 400 in order to measure temperature and RH at defined locationswithin fuel tank 400. At 304, computing device 402 identifies a time tocure a sealant within fuel tank 400. For example, a user may select atime allotted in an assembly of fuel tank 400 for curing the sealant. Assuch, a user may provide computing device 402 with a time for curing andas a result, computing device 402 establishes an environment (e.g., atemperature and RH) needed to achieve curing during the selected time.In one embodiment, instead of providing a time, the temperature and RHlevels may be provided to computing device 402.

At 306, computing device 402 increases or decreases one or more of atemperature of an airflow and a humidity level within the airflow thatis directed through a plurality of vents 408 along a conduit 410 thatdefines a path through fuel tank 400. For example, as temperaturereadings are provided by sensor 402, computing device 402 may increase atemperature of the airflow if a temperature within fuel tank 400 isbelow a temperature threshold level, or computing device 402 maydecrease a temperature of the airflow if a temperature within fuel tank400 is above a temperature threshold level. Further, as RH readings areprovided by sensor 402, computing device 402 may increase a moisturelevel within the airflow if a RH level within fuel tank 400 is below aRH threshold level, or computing device 402 may decrease a moister levelof the airflow if a RH level within fuel tank 400 is above a RHthreshold level.

In one embodiment, a current level of VOCs within fuel tank 400 is alsoreceived by computing device 402 from sensor 402. For example, computingdevice 402 may increase a velocity of the airflow when the current levelof the VOCs exceeds a VOC threshold level in a particular area of fueltank 400. By increasing the velocity of the airflow, VOCs can be purgedfrom the system or reduced below the VOC threshold level. In oneembodiment, the VOC threshold level is based on a chemical beingmeasured. Further, the VOC may be a percentage (e.g., 10%) of anexposure limit of a particular chemical set by, for example, theOccupational Health and Safety Administration (OSHA). In anotherembodiment, the VOC threshold is about 20 ppm.

In addition, computing device 402 may trigger an alarm that provides anotification that a level of VOCs within fuel tank 400 has exceeded theVOC threshold level, which notifies a user that the environment withinfuel tank 400 is unsafe.

In another embodiment, since mechanics work for extended periods of timeinside fuel tank 400 during an assembly of fuel tank 400, computingdevice 402 identifies a number of humans (e.g., mechanics) within fueltank 400 in order to create a safe/suitable environment for themechanics working therein. For example, since chemicals such asisopropanol (IPA) and methyl propyl ketone (MPK) are used during theassembly, enabling mechanics to continue work within fuel tank 400involves heavily ventilating fuel tank 400 in order to create anenvironment that is safe/suitable for the mechanics. Further, to lower atact time for curing a sealant, a temperature and/or RH within fuel tank400 may be increased. Thus, to enable the temperature and RH to increasewhile still maintaining a comfortable/safe environment for mechanicswithin fuel tank 400, vents 400 may be strategically placed such thatthe airflow is blowing on each mechanic, which lowers a perceivedtemperature and allows for elevated baseline temperatures that aid inthe curing process. Thus, in one embodiment, computing device 402increases a velocity of the airflow and/or decreases a temperature ofthe airflow based on a number of humans/mechanics that are or will bewithin fuel tank 400 to enable a perceived temperature or an actualtemperature within fuel tank 400 to be at or below a safe temperaturethreshold level, for example, at or below 79° F. In addition, computingdevice 402 takes into consideration body heat given off by each of themechanics within fuel tank 400. As such, a temperature and RH withinfuel tank 400 is dynamically adjusted in real time in order to accountfor the excess heat from, for example, body heat, based on a number ofmechanics within fuel tank 400.

In one embodiment, if it is determined that a human is not within fueltank 400, computing device 402 may increase a temperature within fueltank 400 to a maximum temperature threshold (e.g., a temperature thatoptimizes curing, such as from about 140° F. to about 250° F.) andincrease an RH within fuel tank 400 to a maximum RH threshold (e.g., aRH that optimizes curing, such as from about 70% RH to about 90% RH). Asdescribed in further detail below with respect to FIGS. 5-7, elevatingthe temperature and the RH, a curing process of a sealant can be cut atleast in half, for example, from 72 hours to 36 hours.

In another embodiment, fuel tank 400 includes a plurality of bays, forexample, bay 412, bay 414, bay 416, bay 418, bay 420, and bay 422. Thus,each bay may be considered to have its own environment separate fromother bays. As such, access to each bay may be sealed off from otherbays during the assembly process using, for example, bulkhead covers.Thus, if bay 418 does not have a mechanic working therein, computingdevice 402 may increase a temperature within bay 418 to a maximumtemperature threshold and increase an RH within bay 418 to a maximum RHthreshold, while maintaining an environment within bays 412, 414, 416,420, and 422 at safe/comfortable level for a mechanic to work therein.

In one embodiment, prior to providing conduit 410 within fuel tank 400,historic data may be accessed, analyzed, and/or provided to a virtualsimulation that emulates method 300 being applied within fuel tank 400.Historic fuel tank environment data includes historic temperaturelevels, historic RH levels, historic VOC levels, and historic airflowvelocity levels at defined locations within a plurality of fuel tanks.The collection of this data along with the virtual simulation providesan ability to optimize a placement of conduit 410 and vents 408throughout fuel tank 400 as areas of most concern or that have beenproblematic in the past may be addressed by the dynamic placement ofconduit 410. Further, a temperature level of the airflow, an RH level ofthe airflow, and/or a velocity level of the airflow may also beoptimized based on the historic data/virtual simulation.

With reference now to FIG. 5, actual data (temperature, RH, and airvelocity) acquired from a BMSS-45 fuel tank (fuel tank 500) usingconventional systems/methods is provided (see, for example, the systemshown in FIG. 1). As shown in FIG. 5, the air entering fuel tank 500adjacent to vent 502 is 67° F., has an RH of 71% and has a velocity of6K fps; the air entering fuel tank 500 adjacent to vent 504 is 68° F.,has an RH of 67% and has a velocity of 3K fps; the air entering fueltank 500 adjacent to vent 506 is 70° F., has an RH of 70% and has avelocity of 3.5K fps; the air entering fuel tank 500 adjacent to vent508 is 68° F., has an RH of 70% and has a velocity of 3.5K fps; the airentering fuel tank 500 adjacent to vent 510 is 68° F., has an RH of 70%and has a velocity of 4K fps; and the air entering fuel tank 500adjacent to vent 512 is 67° F., has an RH of 71% and has a velocity of6K fps. FIG. 5 also provides environmental data that was acquired atother locations throughout fuel tank 500. However, as shown in FIG. 5,using conventional systems/methods, the temperature, RH, and velocity ofthe air flowing through fuel tank 500 is very inconsistent, withtemperatures ranging from 67° F. to 73° F., RH levels ranging from 61%RH to 71% RH, and air velocity ranging from 8 fps to 6K fps.

FIG. 6 provides actual cure times of a Class A2 sealant and a Class B2sealant applied within fuel tank 500 under the conditions provided inFIG. 5. In the exemplary data provided, a Class A2 sealant is expectedto cure within 72 hours if the environment is at 77° F. with 50% RH.Further, a Class B2 sealant is expected to cure within 24 hours if theenvironment is at 77° F. with 50% RH. However, as a result of thevarying temperatures and RH levels throughout fuel tank 500 (as shown inFIG. 5), the amount of time it takes the Class A2 sealant and the ClassB2 sealant to cure varies by 12 hours, respectively, throughout fueltank 500.

With reference now to FIG. 7, cure times of the Class A2 sealant and theClass B2 sealant utilizing embodiments of the present disclosure, forexample, the system shown in FIG. 4, are provided. The cure times shownin FIG. 7 are based on an airflow temperature of 140° F. with 60% RHprovided throughout fuel tank 500 using a plurality of conduits (e.g.,conduit 410) and vents 408, shown in FIG. 4. As shown in FIG. 7, thecure times for the Class A2 sealant and the Class B2 sealant areconsistent throughout fuel tank 500 (e.g., 36 hours for Class A2 sealantand 12 hours for Class B2 sealant). Furthermore, FIG. 7 also illustratesthe change/delta of time for curing the Class A2 sealant and the ClassB2 sealant at various locations throughout fuel tank 500 when comparedto the cure times shown in FIG. 6 using conventional systems/methods.For example, as shown in FIG. 7, the cure times for the Class A2 sealantand the Class B2 sealant have been reduced by 50% to almost 60%utilizing the systems and methods of the present disclosure, whencompared to the cure times of the Class A2 sealant and the Class B2sealant utilizing conventional systems and methods, for example, shownin FIGS. 1, 5, and 6.

The examples used herein are illustrative only, and are not meant to belimited to the elements of those examples. The above-describedembodiments provide efficient systems and methods for enablingcontrolled air flow, providing predictable sealant cure times,eliminating VOC pooling, reducing perceived temperatures, and/ormanaging hot/cold spots during an assembly of a fuel tank. However, thesystems and methods described herein are not limited to the specificembodiments described herein, but rather, components of the systemand/or steps of the methods may be utilized independently and separatelyfrom other components and/or steps described herein. For example, thesystem may also be used in combination with other systems and methods,and is not limited to practice with only fuel tanks and methods asdescribed herein. Rather, the exemplary embodiment can be implementedand utilized in connection with many other assembly/sealant/ventilationapplications or anywhere a need exists to control environment byadjusting/monitoring one or more of temperature, RH, and airflow.

Although specific features of various embodiments of the invention maybe shown in some drawings and not in others, this is for convenienceonly. In accordance with the principles of the invention, any feature ofa drawing may be referenced and/or claimed in combination with anyfeature of any other drawing.

This written description uses examples to disclose the invention,including the best mode, and also to enable any person skilled in theart to practice the invention, including making and using any devices orsystems and performing any incorporated methods. The patentable scope ofthe invention is defined by the claims, and may include other examplesthat occur to those skilled in the art. Such other examples are intendedto be within the scope of the claims if they have structural elementsthat do not differ from the literal language of the claims, or if theyinclude equivalent structural elements with insubstantial differencesfrom the literal language of the claims.

What is claimed is:
 1. A system for controlling an environment within afuel tank, the system comprising: a conduit comprising a plurality ofvents, the conduit defining a path through the fuel tank, the conduitconfigured to direct a flow of air along the path and out the pluralityof vents.
 2. The system of claim 1, further comprising: at least onesensor configured to measure at least one of temperature and relativehumidity within the fuel tank; and a controller comprising a processor,the processor programmed to receive, from the at least one sensor, acurrent measure of the temperature and/or the relative humidity withinthe fuel tank.
 3. The system of claim 2, wherein the processor isfurther programmed to: identify a time to cure a sealant within the fueltank; and based on the identified time, increase or decrease one or moreof the following: a temperature of the flow of air, and a humiditywithin the flow of air.
 4. The system of claim 2, wherein the at leastone sensor is further configured to measure a level of volatile organiccompounds within the fuel tank, and wherein the processor is furtherprogrammed to increase a velocity of the flow of air when the level ofthe volatile organic compounds exceeds a threshold level.
 5. The systemof claim 2, wherein the processor is further programmed to adjust avelocity of the flow of air based on the identified time and/or a rateat which air within the fuel tank is being pulled out of the fuel tankthrough one or more vents on an exterior wall of the fuel tank.
 6. Thesystem of claim 2, wherein the processor is further programmed to:identify a number of humans within the fuel tank; and increase avelocity of the flow of air and/or decrease the temperature of the flowof air based on the number of humans within the fuel tank to enable thetemperature to be at or below a safe temperature threshold.
 7. Thesystem of claim 2, wherein the processor is further programmed to:determine that a human is not within the fuel tank; increase thetemperature within the fuel tank to a maximum temperature threshold; andincrease the relative humidity within the fuel tank to a maximumrelative humidity threshold.
 8. The system of claim 2, wherein theprocessor is further programmed to: receive historic fuel tankenvironment data, the historic fuel tank environment data comprisingtemperature and relative humidity data from defined locations within aplurality of fuel tanks; and define the path of the conduit based on thehistoric fuel tank environment data.
 9. The system of claim 8, whereinthe processor is further programmed to determine positions along theconduit for each of the plurality of vents based on the historic fueltank environment data and a location of a sealant within the fuel tank.10. A method for controlling an environment within a fuel tank, themethod comprising: receiving a current measure of a temperature and/or arelative humidity within the fuel tank; and increasing or decreasing oneor more of a temperature of a flow of air and a humidity within the flowof air directed through a plurality of vents along a conduit thatdefines a path through the fuel tank.
 11. The method of claim 10,further comprising: identifying a time to cure a sealant within the fueltank; and based on the identified time, increasing or decreasing one ormore of a temperature of a flow of air and a humidity within the flow ofair directed through a plurality of vents along a conduit that defines apath through the fuel tank.
 12. The method of claim 11, furthercomprising adjusting a velocity of the flow of air based on theidentified time and/or a rate at which air within the fuel tank is beingpulled out of the fuel tank through one or more vents on an exteriorwall of the fuel tank.
 13. The method of claim 10, further comprising:receiving, from at least one sensor, a current level of volatile organiccompounds within the fuel tank; and increasing a velocity of the flow ofair when the current level of the volatile organic compounds exceeds athreshold level.
 14. The method of claim 10, further comprising:identifying a number of humans within the fuel tank; and increasing avelocity of the flow of air and/or decrease the temperature of the flowof air based on the number of humans within the fuel tank to enable thetemperature to be at or below a safe temperature threshold.
 15. Themethod of claim 10, further comprising: receiving historic fuel tankenvironment data, the historic fuel tank environment data comprisingtemperature and relative humidity data from defined locations within aplurality of fuel tanks; and defining the path of the conduit based onthe historic fuel tank environment data.
 16. The method of claim 15,further comprising determining positions along the conduit for each ofthe plurality of vents based on the historic fuel tank environment dataand a location of a sealant within the fuel tank.
 17. The method ofclaim 10, further comprising: determining that a human is not within thefuel tank; increasing the temperature within the fuel tank to a maximumtemperature threshold; and increasing the relative humidity within thefuel tank to a maximum humidity threshold.
 18. One or morenon-transitory computer readable media comprising instructions forcontrolling an environment within a fuel tank, the instructions causinga processor to perform the steps of: receiving a current measure of atemperature and/or a relative humidity within the fuel tank; andincreasing or decreasing one or more of a temperature of a flow of airand a humidity within the flow of air directed through a plurality ofvents along a conduit that defines a path through the fuel tank.
 19. Thenon-transitory computer-readable media of claim 18, wherein theinstructions further cause the processor to perform the steps of:identifying a time to cure a sealant within the fuel tank; and based onthe identified time, increasing or decreasing one or more of atemperature of a flow of air and a humidity within the flow of airdirected through a plurality of vents along a conduit that defines apath through the fuel tank.
 20. The non-transitory computer-readablemedia of claim 18, wherein the instructions further cause the processorto perform the steps of: receiving, from at least one sensor, a currentlevel of volatile organic compounds within the fuel tank; and increasinga velocity of the flow of air when the current level of the volatileorganic compounds exceeds a threshold level.
 21. The non-transitorycomputer-readable media of claim 18, wherein the instructions furthercause the processor to perform the steps of: identifying a number ofhumans within the fuel tank; and increasing a velocity of the flow ofair and/or decrease the temperature of the flow of air based on thenumber of humans within the fuel tank to enable the temperature to be ator below a safe temperature threshold.
 22. The non-transitorycomputer-readable media of claim 18, wherein the instructions furthercause the processor to perform the steps of: receiving historic fueltank environment data, the historic fuel tank environment datacomprising temperature and relative humidity data from defined locationswithin a plurality of fuel tanks; defining the path of the conduit basedon the historic fuel tank environment data; and determining positionsalong the conduit for each of the plurality of vents based on thehistoric fuel tank environment data and a location of a sealant withinthe fuel tank.
 23. The non-transitory computer-readable media of claim18, wherein the instructions further cause the processor to perform thesteps of: determining that a human is not within the fuel tank;increasing the temperature within the fuel tank to a maximum temperaturethreshold; and increasing the relative humidity within the fuel tank toa maximum humidity threshold.